Vehicle braking system



Sept. 12, 1939. c'. l.. EKsERGlAN VEHICLE BRAKIING SYSTEM -Filed Sept. 5, 1934 INVENTOR.

CARQLUSLMSERGIAN.

A TTORNEY.

Patented Sept.` 1,2, 1939 UNITED STATES 2.172.817 VEHICLE BRAKING SYSTEM Carolus L. Eksergian, Detroit, Mich., assignor to Budd Wheel Company, Philadelphia, Pa., a

corporation of Pennsylvania Application September 5, 1934, Serial No. 742,737

1 Claim.

This invention relates to brakes, and more particularly to vehicle brakes. y

Among the objects -of this invention arethe construction of a brake mechanism of few parts,

the construction of a combined mechanicaland hydraulic braking system, the construction of a mechanical braking system which .may operate independently of a hydraulic system and vice versa, the application of equal braking forces through both shoes irrespective of the self-energizing action of. any of the individual shoes per se, the development of a positive method of braking operation for application with knee action or individual Wheel suspensions and others not spel ciflcally enumerated.

The objects of this invention have been essentially accomplished' and an embodiment of the System is herein described:

In the drawing,

4Figure 1 is a vview in elevation, parts being broken away and in section, of a right rear brake mechanism. l

Figure 2 illustrates a similar lview of a right front brake mechanism, and

Figures 3, `4 and 5 illustrate similar section views along the corresponding section lines of Figures 1 and 2.

Figure 6 is a section View. on line 6-6 of Figure 2.

o This invention .will be better understood from the following description when considered in connection with the attached drawing and following specification, wherein corresponding ordinals represent like parts of the various figures.

The mechanism of this invention comprises a combined mechanical and hydraulic braking system having four wheel hydraulic brakesl and two wheel mechanically operated emergency brakes,

both systems operating'through the same rear 40 `brake shoes by mechanisms capable of operating entirely independently of each other and both' systems arranged to provide equal braking forces upon both shoes, irrespective of any self energizing action of the shoes per se. -The embodi- 45 ment of the invention illustrated comprises bra-ke shoes I0 and II with adjustable iixed pivots I2 and a uid actuated cylinder I3 for hydraulically actuating the brake shoes through the intermediation of a flexible connecting conduit I4.` The 50`hydrau1ic cylinders-I3 are preferably arranged for differential action, that is, the pistons I1 operating upon the toes I5 and I6 of the brake shoes are of dierent diameter to provide greaterv braking force upon the shoe I0 than upon the 55 shoe II in the forward direction` of rotation or motion of the car, as indicated by the arrows. Due to the self-energizing action of the shoe rII at ordinary running speeds, this result in the exertion of a substantially equalized braing action by the two shoes. The flexible tube I4 con- 5 nects with a relatively rigid piping or tubing system upon the chassis and is connected to the necessary supply in master cylindersof the hydraulic system.

Adjustment of the brake shoes by the anchor cams I2 is readily apparent. The nut 2|)v re# leased and the pivot I2 turned so that the cam surface 2| spaces. the brake shoe I0 closer to or further awayy from the brake drum 22. The links I8 aid in retaining the brake shoes in align- 15 ment with respect to the braking surfaces.

The entire braking mechanism, as far as 'torqueand other loading is concerned, is mounted upon the irregularly shaped member I 9 shown in-dotted lines in Figure 1. To complete the enclosure of the braking mechanism a dust guard or shield 23 is employed. The brake shoes per se of each and all of the Wheels are readily inter--l changeable and merely require the application of the proper toe and heel securements. In the inoperative position the brakes are held free of the drum by means of a coil spring 24 fastened between the points 25` and 26 respectively on the shoes I0 and II.

The brake shoe stop adjustments and the clearance limit is obtained through the adjustability of the cam members 30 which have surfaces 3I and 32 positioning the brake shoes with respect to the drum. Adjustment of these cam members is by means of a nut as 33. Variations in the 35 clearance adjustment may be readily accomplished in other ways, as by a more facile adjustment of thecam member 30. In Figure 5 is illustrated the manner in which the hydraulic cylinder I3 is secured to the mem- /40 ber I9 by a plurality f bolts 35. I'he flexible conduit Il is secured to the cylinder in suitable manner. The front braking system is essentially the same as that for the rear wheels, and` the right and left wheels are similar but in right and 45 left hand arrangements.l With regard tothe preservation of braking action,4 an irregularly shaped sheet metal member 40 is secured to the backing plate by means 4I and catches any'oil or grease leakage, allowing the same to drain off through the opening 42. 'I'his effectively removes the danger of grease coming in contact with the brake shoes.

The system thus fa\described explains the operation of a fourgwheel footkbrake mechanism.

'such' that when the emergency 4Fior emergency braking of the vehicle, the brake shoes Il and il are actuated through a suitable linkage by a steel cable l5 which is connected at one end Il to a lever Il, which lever at its opposite end is pivotally connected at 52 to the brake shoe I I. A link Il is pivotally connected at point 2l to brake shoe il and connects with lever 53 at the point ll by a lost motion connection 41. The arrangement of the lever arms of the members 4l and il is such as to provide greater braking force to the shoe Ill than to the shoe.

Il, due to the fact that the self-energizing action oi' the shoe Il in the cars travelling in the direction of the arrows compensates for the greater applied force to the shoe I0, th us providing a substantially equalized amount of brahng pressure upon both shoes when the drum is rotating forwardly at ordinary driving speeds. The lost motion connection 41 consists oi'k a linkage brake is not in operation the hydraulic braking system may eifectiveLv operate the brakes while in no way interfering with the emergency brake mechanism. Similarly, the emergency braking mechanism being operated, due to the lost motion arrangements, the hydraulic braking system may or may not be in use.

While by way of illustration and example I have described my invention in connection with a preferred embodiment thereof as to structure,

and the preferred manner ci' practicing it, it will be obvious to those skilled in the art, after understanding the foregoing specincation, that various g changes and modiiicatlons may be made without departing from the `spirit or scope of the invention and I aim in the appended claim to -cover all such modincations and changes.

What I claim is:

In a brake mechanism, the combination of a drum with independent forward and reverse brake shoes and mechanism operable between their toe ends for forcibly pressing said brake shoes against the drum, said mechanism comprising independently acting iluid pressure means and mechanical means, the mechanical means comprising actuating means and a lever-link system, the latter arranged within the brake drum and extending from connection with the toe ends ot the brake shoes around the wheel axle to a point ot connection with the actuating means near the opposite side of the wheel axle, both said mechanical means and said tluid pressureI means being constructed and arranged to exert diiierential braking pressure upon the shoes with the greater pressure on the reverse shoe, whereby, in conjunction with the servoaction of the forwardshoe, the braking forces, in

normal forward movement of the vehicle, aresubstantially equally distributed between the shoes and the wear is consequently equalized.

ce1-coms L. EKSERGIAN. 

